Fuel data collection unit with temperature compensation and over-fill prevention

ABSTRACT

A fueling data collection unit associated with a fuel transfer apparatus and for use with a system for managing fueling transactions of a fleet operator using fuel transfer apparatuses at one or more locations includes a fueling data interface module and a temperature compensation module. The temperature compensation module compensates for a volume variance of the fuel as a result of temperature variance from the standard temperature data to determine a volume correction factor at the measured fuel temperature, while the temperature compensation module uses the measured fuel temperature to determine a compensated, more accurate volume and/or mass of fuel dispensed through the fuel meter. In this way, the fuel data collection unit can accurately measure the volume and/or mass of fuel being delivered. This allows the provider and the recipient to more accurately sell/buy what was actually delivered and can avoid over-filling a fueling order.

CROSS-REFERENCE TO RELATED-APPLICATION

This application claims the priority benefit of U.S. Provisional PatentApplication Ser. No. 61/446,691, filed Feb. 25, 2011, which is herebyincorporated herein by reference.

TECHNICAL FIELD

The present invention relates to a fuel management device for users offuels, such as aviation fleets, and in particular relates to a fuel datacollection unit for capturing fuel data and forwarding it on to a fuelmanagement system.

BACKGROUND OF THE INVENTION

Temperature variations can affect the volume of a given mass of fuel dueto the fuel expanding or contracting with varying temperature.Typically, as fuels are dispensed, the dispensed fuel is measured ingallons (by volume), and the weight of the dispensed fuel often is notknown accurately. In aviation refueling, this can present a serioussafety issue, inasmuch as it is critically important that the pilot haveaccurate information about the weight of the fuel that has been loadedonto the plane. Moreover, inaccurate fueling information can lead to theprovider or the recipient being short-changed.

Accordingly, a need exists for a fueling technology to compensate forvariations in fuel temperature.

SUMMARY OF THE INVENTION

Briefly described, in a first preferred form the invention comprises afueling data collection unit for use with a meter and a register havinga pulser and associated with a fuel transfer apparatus and for use witha system for managing fueling transactions of a fleet operator usingfuel transfer apparatuses at one or more locations. The fueling datacollection unit includes a fueling data interface module and atemperature compensation module. The temperature compensation modulereceives fueling information from the meter register and uses thedensity of the fuel at a standard temperature and the measured fueltemperature data to compensate for a volume variance of the fuel as aresult of temperature variance from the standard temperature data todetermine a volume correction factor at the measured fuel temperature,the temperature compensation module using the measured fuel temperatureto determine a compensated, more accurate volume and/or mass of fueldispensed through the fuel meter. In this way, the fuel data collectionunit can accurately measure the volume and/or mass of fuel beingdelivered. This allows the provider and the recipient to more accuratelysell/buy what was actually delivered.

Optionally, this temperature compensation facilitates the avoidance ofover-filling a fueling order. Such can be very important in certainapplications (like in aviation, where the weight of the fuel in theaircraft change its flying characteristics and fuel efficiency). In oneoptional way of accomplishing this, a fuel order quantity is convertedinto a maximum pulse count set point and when that maximum pulse countset point is reached, the fueling data unit transmits a signal todiscontinue the flow of fuel. Thus, the compensated, more accuratevolume and/or mass of fuel dispensed through the fuel meter can be usedin conjunction with a pre-ordered refueling quantity to prevent the fueltransfer apparatus from transferring more than a pre-ordered refuelingquantity.

Optionally, the fueling data collection unit can be battery powered.

In another preferred form, the present invention comprises a fuelingdata collection unit provided with an over-fill prevention feature forusing a pre-ordered refueling quantity to prevent the fuel transferapparatus from transferring more than the pre-ordered refuelingquantity, the over-fill prevention feature comparing the pre-orderedrefueling quantity with a dispensed quantity and once the dispensedquantity reaches the pre-ordered refueling quantity, the fueling datacollection unit generates a signal to discontinue refueling.

Optionally, the fueling data collection unit includes a includes aninternal battery power source and a processor is provided for monitoringthe power level in the battery and for detecting if the power level inthe battery drops below a threshold amount. Also, an optionalcommunications module can be provided for wirelessly forwarding an alertto a remote computer to alert the remote computer that the battery poweris low.

Optionally, the battery-powered fueling data collection unit can includea solar-powered battery charger for charging the battery. Alternatively,the unit's battery can be recharged by an external battery charger, suchas an alternator or generator on the fueling apparatus.

Optionally, the battery-powered fueling data collection unitcommunicates wirelessly with a local hand-held computer device. In oneform, it does so to wirelessly forward an alert to a remote computer viaa local computing device to alert the remote computer that the batterypower is low. The communications module can initiate the communicationsvia cellular, Wi-Fi, Bluetooth, etc.

Optionally, the fueling data collection unit monitors the maintenancestatus of the fuel transfer apparatus and is operable for communicatingthe monitored maintenance status to a remote computer by relaying itthrough a local computing device. For example, the fueling datacollection unit can monitor the maintenance status of one or more fuelfilters in the fuel transfer apparatus by monitoring fuel pressuresupstream and downstream of the filter(s) to determine whether thefilter(s) is clogged and needs to be replaced.

Optionally, the battery-powered fueling data collection unit can beoperative to monitor the functioning status of the fuel transferapparatus and for communicating the monitored functioning status to aremote computer by relaying the information through a local computer.

Optionally, the battery-powered fueling data collection unit's fuelingdata interface module has multiple input ports, at least one forconnection to a fueling meter with a mechanical register using pulsesand one for connection to an electronic register.

BRIEF DESCRIPTION OF THE DRAWING FIGURES

FIG. 1 is a perspective illustration of a prior art fuel cart.

FIG. 2 is a partly exploded perspective view of a portion of the priorart fuel cart of FIG. 1.

FIG. 3 is a schematic block diagram of a battery-powered fueling datacollection unit for use with a meter and a register associated with afuel transfer apparatus according to a first example form of theinvention.

FIG. 4 is a perspective illustration of an example of a battery-poweredfueling data collection unit of FIG. 3 mounted on a fuel cart.

FIGS. 5A and 5B are additional perspective views of the battery-poweredfueling data collection unit of FIG. 4.

FIG. 5C is a perspective view of a housing portion of thebattery-powered fueling data collection unit of FIG. 4.

FIG. 5D is a perspective view of a housing portion of thebattery-powered fueling data collection unit of FIG. 4, shown with acover portion thereof removed and showing an electronics board mountedtherein.

FIG. 6 is a schematic illustration of a battery-powered fueling datacollection unit of FIG. 4 in a no-power environment and coupled to amechanical fuel register.

FIG. 7 is a schematic illustration of a battery-powered fueling datacollection unit of FIG. 4 in a power-available environment and coupledto a mechanical fuel register.

FIG. 8 is a schematic illustration of a battery-powered fueling datacollection unit of FIG. 4 in a power-available environment and coupledto an electronic fuel register.

FIG. 9 is a schematic illustration of a battery-powered fueling datacollection unit of FIG. 4 in a power-available environment with anenclosed computer and coupled to an electronic fuel register.

FIG. 10 is a schematic illustration of a battery-powered fueling datacollection unit of FIG. 4 in a power-available environment with anenclosed computer and coupled to an electronic fuel register, and usingwireless communication.

FIG. 11 is a schematic illustration of a battery-powered fueling datacollection unit of FIG. 4 in a no-power environment with an enclosedcomputer and coupled to an electronic fuel register, and using wirelesscommunication.

FIG. 12 is a schematic block diagram of an example processor for use inthe battery-powered fueling data collection unit of FIG. 4.

FIGS. 13A and 13B together are a schematic block diagram of an exampleimplementation of a microprocessor and memory for use in thebattery-powered fueling data collection unit of FIG. 4, with FIGS. 13Aand 13B collectively referred to herein as FIG. 13.

FIG. 14 is a schematic illustration of an example Wi-Fi communicationsdevice for use in the battery-powered fueling data collection unit ofFIG. 4.

FIG. 15 is a schematic block diagram of the example Wi-Fi communicationsdevice of FIG. 14.

FIG. 16 is a schematic form-factors diagram of the example Wi-Ficommunications device of FIG. 14.

FIG. 17 is a schematic diagram of an example interface of themicroprocessor to the Wi-Fi communications device.

FIG. 18 is a schematic diagram of an example serial communication modulefor use in the battery-powered fueling data collection unit of FIG. 4.

FIG. 19 is a schematic diagram of an example pulse input module for usein the battery-powered fueling data collection unit of FIG. 4.

FIG. 20 is a plot of an example quadrature-encoded signal for use in thebattery-powered fueling data collection unit of FIG. 4.

FIG. 21 is a schematic diagram of an example resistance temperaturedetector module for sensing temperature and for use in thebattery-powered fueling data collection unit of FIG. 4 to calculate thedensity of the fuel and calculate the exact amount of fuel dispensed atstandard temperature.

FIGS. 22A and 22B are schematic diagrams of the example resistancetemperature detector module of FIG. 21.

FIG. 23 is an example pin out table of power, I/O, and serialcommunications for the example processor for use in the battery-poweredfueling data collection unit of FIG. 4.

FIG. 24 is a schematic illustration of the operation of the fueling dataof FIG. 4.

FIG. 25 is a schematic illustration of the operation of the fueling dataof FIG. 4.

DETAILED DESCRIPTION

Turning now to the drawing figures, wherein like reference numeralsrepresent like parts throughout the several views, FIGS. 1 and 2 depicta prior art fuel cart for pumping fuel from a truck or underground linesinto an aircraft and such is generally shown and described in U.S. Pat.No. 5,609,027. The present invention can be used with such a fuel cart,as well as other fueling apparatuses. As shown in FIG. 1, such a priorart refueling cart 10 is generally illustrated. Such refueling carts aregenerally wheeled and are pulled about from one loading/unloading apronto another around the airport, as needed to refuel airplanes.

When conveniently positioned on an apron, a hydrant coupler 12 isremoved from the refueling cart 10 and is connected to a pressurizedrefueling hydrant (not shown) at the apron. Airplane fuel undersubstantial pressure is available at the refueling hydrant. The hydrantcoupler 12 is connected to one end of a flexible hose 14 that conveysthe fuel from the hydrant to the piping and apparatus of the refuelingcart. When the refueling cart is being transported from one apron toanother, the flexible hose 14 is stored compactly (as illustrated inFIG. 1) about the refueling cart 10.

The fuel from the flexible hose 14 first flows through an inlet pipe 15having a variable orifice. A source bypass pipe (more fully describedbelow in connection with a fluid motor, a sink bypass pipe, and an aircompressor, all in connection with FIG. 2) carries some of the fuel fromupstream of the variable orifice to the input of a fluid motor 16. Asink bypass pipe carries the fuel from the output of the fluid motorback to the inlet pipe 15 but downstream of the variable orifice. Inthis way, the pressurized fuel that bypasses the variable orifice drivesthe fluid motor 16.

The flow of fuel through the variable orifice and to the airplanegenerates a pressure difference across the variable orifice. Thatpressure difference drives the bypass fuel around the orifice, throughthe source and sink bypass pipes, and through the fluid motor 16 todrive the output shaft of the fluid motor. The output of the fluid motor16 drives an air compressor 18 to compress air for delivery to acompressed-air tank or reservoir 20.

The fuel also passes through or is carried past the other conventionalcomponents of the refueling cart 10, such as a pressure surge suppressor22, a fuel quantity meter or register 24, and various control valves 26,to the rotating, sealed input of a hose reel. A fueling nozzle (notshown) on the outer end of the reeled length of hose is attached to thefuel input connectors of the airplane (not shown).

Referring now to FIG. 2, the fuel inlet pipe 15 has a shut-off valve 30to help prevent spillage. A source bypass pipe 36 extends from the inletpipe 15 and carries fuel from the inlet pipe upstream of the variableorifice that is inside the inlet pipe in the region of the coupling 32.There is a shut-off valve in the source bypass pipe 36. The other end ofthe source bypass pipe 36 is connected to the fluid input 40 of thefluid motor 16. A sink bypass pipe 42 conveys fuel from the fluid outlet44 of the fluid motor back to the inlet pipe 15, but downstream of thevariable orifice.

The drive pulley 46 rotates a driven pulley 48 by means of a drive belt50. The driven pulley 48 is connected to the drive shaft of the aircompressor 18, an auxiliary instrumentality on the refueling cart, forutilizing the mechanical output power of the fluid motor 16. Aprotective pulley cover 52 (shown exploded from the pulleys 46 and 48 inFIG. 2) partially obscures the compressor 18 in the view of therefueling cart 10 depicted in FIG. 1. The air compressor 18 isconventional and is commercially available.

An exemplary battery-powered fueling data collection unit or Fuel DataUnit (FDU) 100 is shown in FIGS. 3-5D and operates as an automatic datacapture (ADC) unit. Preferably, the battery-powered fueling datacollection unit 100 is for use with a meter and a register associatedwith a fuel transfer apparatus FTA and for use with a system formanaging fueling transactions of a fleet operator using fuel transferapparatuses at multiple locations. The fueling data collection unitincludes a fueling data interface module for receiving fuelinginformation from the fueling meter and/or register. The fueling datacollection unit also includes an internal battery power source 110. Aprocessor is provided for monitoring the power level in the battery andfor detecting if the power level in the battery drops below a thresholdamount. Also, a communications module is provided for wirelesslyforwarding an alert to a remote computer to alert the remote computerthat the battery power is low. The power monitoring circuit uses theTexas Instruments INA219 bi-directional current and power monitor. Thedevice is a high-side current shunt and power monitor with an I²Cinterface. It monitors both shunt drop and supply voltage withprogrammable conversion times, filtering and calibration value. Combinedwith an internal multiplier, it enables a direct readout to in amperesand/or in watts. Alternatively, the main microprocessor could beprovided with programming to perform this function.

Optionally, the battery-powered fueling data collection unit 100 caninclude a solar-powered battery charger 120 for charging the battery110. Alternatively, the unit's battery 110 can be recharged by anexternal battery charger, such as an alternator or generator on thefueling apparatus.

Optionally, the battery-powered fueling data collection unitcommunicates wirelessly with a local hand-held computer device HH. Tofacilitate this wireless communication the data collection unit 100includes a housing 130 with a wireless antenna 140 mounted thereon. Inone form, it does so to wirelessly forward an alert to a remote computervia a local computing device to alert the remote computer that thebattery power is low. The communications module can initiate thecommunications via cellular, Wi-Fi, Bluetooth, etc. In a preferred form,the direct readout from the processor in amperes is sent via thecommunications protocol used for the metered fuel volume data to thelocal computing device. The computing device includes configurableprogrammatic settings for the low power alert and warning levels thatare forwarded to a remote and/or supervisory computing device.

Preferably, the battery-powered fueling data collection unit 100includes input ports to allow it to be coupled with an electronicregister ER or a mechanical register MR with a pulse counter.

The example battery-powered fueling data collection unit 100 depicted inthe drawings is adapted and configured in this instance for installationon aircraft fueling equipment to collect real-time, fueling quantity(mass and volume) data. The FDU 100 includes a high-speed wireless datalink 141 to a handheld computer HH or enclosed computing device thattransmits fuel and aircraft data to a remote Data Center. As shown inFIG. 3, it can be used with mechanical or electronic meter registers. Aspresently contemplated, there are primary two options for transmittingdata: wireless (IEEE 802.11b/g (Wi-Fi), Bluetooth, Cellular) or RS-232.The wireless (Wi-Fi, Bluetooth or Cellular) is used to communicate withthe HH, while the RS232 communications link is for communicating with anenclosed computing device, as in when the computing device is mounted ona cart or truck. In addition, the fuel data is archived in a nonvolatilememory for retrieval as a data backup. The FDU electronics are mountedin an explosion-proof housing 130 that is equipped with a sealed,explosion-proof antenna feed-thru and an external antenna 140.

Two (2) pulse input channels 132, 133 are provided for interfacing topulse transmitters attached to mechanical registers. These pulsetotalizer inputs convert flow measurement signals to fuel mass andvolume information. A serial port (RS-232) 136 can be used for datacollection from electronic metering instrumentation and for a terminalinterface used for system debug and configuration settings.

Additionally, there is an RTD (Pt-100) input to allow real-timecalculation of mass and net volume dispensed into the aircraft. OtherInput/Output (I/O) circuits include a discrete output which can providefueling operation shutoff via a control valve.

The FDU sends metered volume data to an enclosed or handheld computingdevice via Wi-Fi communications. A simple configuration process is allthat is needed for the FDU to emulate a de facto meter register industrystandard. Other protocols are optionally available.

As shown in FIGS. 4-5B, the FDU 100 can be mounted on the FTA andincludes a pedestal-mounted battery charger 120. As shown, the batterycharger is a solar battery charger and includes a solar collectorassembly 121, a support frame 122, and a pedestal 123. The support frame122 is connected to the pedestal 123 with ball and socket style mount toallow movement of the solar panel in any direction to maximize solarpower collection at any location. The pedestal 123 is mounted to thestructure of the FTA to support the solar collector 121.

The FDU's housing 130 is a generally cylindrical unit and is mounted tothe pedestal 123. The housing 130 supports the antenna 140.

The solar charger 120 is electrically coupled to the battery 110 andincludes intelligent circuitry for managing the power level in thebattery 110. In this regard, an electrical conduit 126 extends from thebattery charger 120 to a battery box 111 (which houses the battery 110).The conduit 126 encloses an unshown electrical cabling to electricallycouple the battery with the charger. A similar conduit 131 extends fromthe FDU housing 130 to the battery box to carry electrical cabletherebetween to electrically couple the battery and the FDU housingtogether.

FIG. 5C is a perspective view of a housing portion of thebattery-powered fueling data collection unit of FIG. 4. This is acommercially available explosion-proof housing cast from copper-freealuminum alloy with offset feed-through conduit openings and an “X”configured interior mounting pad for electronic devices cast into thebottom of the housing.

FIG. 5D is a perspective view of a housing portion of thebattery-powered fueling data collection unit of FIG. 4, shown with acover portion thereof removed and showing an electronics board 150mounted therein. There are two pluggable terminal blocks 151, 152 forcommunications, grounding, digital inputs and outputs. A reset switch153 is to the left of the terminal block. Above that are two 1-Amp fuses154A, 154B. A set of dipswitches 156 is for configuration anddiagnostics. Three LED lights 157A-157C indicate the status of the CPU,the I/O and the communications. At the center are two relays 158A, 158B.There are four mounting screw holes to keep the board systems in placewithin the housing, such as mounting screw 159. The FDU and the fuelingapparatus operate in conditions that could harm the electronics if theyare not securely attached to the housing.

In particular, FIG. 5D shows two terminal blocks 151, 152 for securelyconnecting the wires from the communications cables, serial inputs andoutputs, power and other internal connections. The reset switch 153toggles the reset line to the microprocessor, initiating a full restartof the on-board programming and communications. Two 1-amp fuses 154A,154B protect the on-board electronics from inbound power from thebattery system and outbound power to the mechanical or electronicpulser. A set of dip switches 156 is used to put the on-boardelectronics into various diagnostic and configuration modes. Three LEDlights 157A-157C show the status of the main subsystems of the FDU. TheCPU LED is a heartbeat signal from the microprocessor, indicating normaloperation. The IO LED toggles under two situations—when the A/Dconverter reads the value of the temperature measurement device (RTD)and when pulses are detected from the pulser. The COM LED flashes whenthere are communications to and from the local computing device. The tworelays 158A, 158B can be used to control any number of devices. This caninclude sending a signal to a solenoid valve(s) for automatic shutoff offuel flow at a pre-set amount of fuel.

FIGS. 6-11 depict various configurations for using the FDU and indicatehow fueling and equipment status data is relayed from the field devicesto the QT Data Center to a supervisory computer for action on amaintenance or power source issue. FIG. 6 shows the configuration of anunpowered location with a mechanical register and pulser where a solarpanel is used to charge the battery and a handheld computer is the localcomputing device receiving data wirelessly via Wi-Fi, Bluetooth orcellular signals. FIG. 7 shows the configuration of a powered locationsuch as a truck with a mechanical register and pulser where the truckbattery is used as the source of power and a handheld computer is thelocal computing device receiving data wirelessly via Wi-Fi, Bluetooth orcellular signals. FIG. 8 shows the configuration of a powered locationsuch as a truck with an electronic register where the truck battery isused as a power source and a handheld computer is the local computingdevice receiving data wirelessly via Wi-Fi, Bluetooth or cellularsignals. Communications between the FDU and the electronic register inthis configuration is via an RS-232 serial cable. FIG. 9 shows theconfiguration of a powered location such as a truck with an electronicregister where the truck battery is used as a power source and anenclosed computer is used as the local computing device. Communicationsbetween the electronic register, the enclosed computer and the FDU areall via RS-232 serial cables. FIG. 10 shows the configuration of apowered location such as a truck with an electronic register where thetruck battery is used as a power source and an enclosed computer is usedas the local computing device receiving data wirelessly via Wi-Fi,Bluetooth or cellular signals. Communications between the electronicregister and the FDU are via an RS-232 serial cable. FIG. 11 shows theconfiguration of an unpowered location with a mechanical register andpulser where a solar panel is used to charge the battery and an enclosedcomputer is the local computing device receiving data wirelessly viaWi-Fi, Bluetooth or cellular signals.

The FDU 100 can use any of a number of commercially-availablemicroprocessors. One such microprocessor that is well suited to the taskis known as a “Rabbit 4000” from Rabbit, Inc, a Digit Internationalcompany. It is a high-performance, low-EMI microprocessor designed forembedded control applications and has an 8-bit architecture thatoperates at frequencies up to 60 MHz. The Rabbit 4000 has severaladvantageous features for use in the Fuel Data Unit 100:

-   -   6 Serial input/output (I/O) channels    -   2 Input-capture channels, each with a 16-bit Timer    -   2 Quadrature Encoder channels    -   Up to 40 pins of I/O

In addition, there are 8 channels of DMA (Direct Memory Access) and afully functional Ethernet peripheral for future applications. The blockdiagram of the Rabbit 4000 is shown in FIG. 12, while the microprocessorand memory as implemented are shown in FIG. 13.

Preferably, four of the six serial channels in the Rabbit 4000 are usedas follows: Serial Channel A—CMOS level signal to Wi-Fi module; SerialChannel B—CMOS level signal to A/D converter (RTD circuit) & EEPROM (SPIprotocol); Serial Channel C—RS-232 channel for Communication to othersystems; and Serial Channel D—RS-232 channel for Programming andDiagnostics.

IEEE 802.11b/g (Wi-Fi) communications can be accomplished with adedicated-purpose module. One such module that can be adapted for use inthe FDU 100 is Roving Networks' WiFly GSX, Model RN-131G, a stand alone,embedded wireless 802.11 networking device that comes in a small formfactor and has low power consumption. The form factor of the ModelRN-131G is shown in FIG. 14.

The WiFly GSX Model RN-131G module incorporates a 2.4 GHz radio,processor, TCP/IP stack, real-time clock, crypto accelerator, powermanagement and analog sensor interfaces. It is preloaded with softwareto simplify integration and minimize development.

In its simplest configuration, the WiFly GSX Model RN-131G hardwarerequires only four connections (PWR, TX, RX, GND) to create a wirelessdata connection. The WiFly GSX module is programmed and controlled witha simple ASCII command language. Once the WiFly GSX is setup, it canscan to find an access point, associate, authenticate and connect overany Wi-Fi network. A Block Diagram of the RN-131G is shown in FIG. 15.

The RN-131G comes in a 44-pin surface mount package. It has a smallfootprint and a U.FL connector for an external antenna. The dimensionsare shown in FIG. 16. The Wi-Fi interface is implemented as shown inFIG. 17.

Preferably, there are two (2) RS-232 Interfaces available on the FuelData Unit 100, although those skilled in the art will recognize thatfewer or more such interfaces can be provided. The example interfacesare as listed and described below:

-   -   Programming/Diagnostic Interface    -   Electronic Meter Interface    -   High Visibility Display Interface    -   Printer Interface

The Programming/Diagnostics interface is to perform diagnostics using anotebook PC. A field technician or engineer can be view and modify alldata registers via this interface.

An Electronic Meter Interface is used for communications with ElectronicMeter Registers. The FDU 100 has the hardware capability to interface toexternal systems. For example, two meter interfaces can be supported:one for the Model LCR-II from Liquid Controls of Lake Bluff, Ill. andone for the EMR3 from Veeder-Root.

A High Visibility Display Interface is used for connection to a devicewith a large numerical display that is designed to be able to see theamount of fuel dispensed from a long distance from the fuel transferapparatus such as the MultiDisplay provided by QT Technologies ofDallas, Tex.

A Printer Interface is used to drive a thermal or impact printing devicethat provides a paper record of the fueling transaction such as an EpsonTM-U295 slip printed from Epson America, Inc. of Long Beach California

The FDU 100 communicates with Electronic Meter Registers using anRS-232, RS-485 or similar interface. This is useful in applicationswhere there is a mixture of mechanical and electronic meter registersand a single solution is desired. The Serial Communications can beimplemented as shown in FIG. 18.

In addition to wireless communications, an important function of the FDUis totalization of fuel mass and volume data from the pulse inputchannels. An external pulse transmitter transmits pulse signals to thesechannels, which are proportional to the quantity of fuel transferredthrough airport fueling handling equipment. The FDU can interface withpulse signals ranging from 3 to 30 VDC, at a maximum frequency of 30KHz.

Veeder-Root and Liquid Controls lead the market in meter registers usedin airport fueling applications. Both Veeder-Root and Liquid Controlsmarket pulse transmitters, typically the below:

-   -   Veeder Root Model 1871 Pulse Transmitter    -   Liquid Controls Pulse Output Device

The FDU 100 is not limited to these two mechanical register products andcan interface to any device capable of providing pulse data.

An energy-limiting circuit restricts the amount of energy that can bedelivered to the FDU pulse channels from an external device. The two (2)pulse input signals are connected to the FDU by a plug-able terminalblock. An opto-coupler provides isolation from the input signal to theFDU's electronics, as well as isolation between the two channels. Theopto-coupler also provides a 30 KHz input band limiting. The pulsetotalization is performed by hardware timers/totalizers integrated intothe microprocessor.

The Pulse Input is implemented using an opto-coupler. The schematic forsuch is shown in FIG. 19.

The FDU 100 can interface to pulse transmitters capable of outputting aquadrature-encoded signal as shown in FIG. 20. In this case, the twopulse channels act as a single signal which provides not only volumedata but direction of flow as well.

The Rabbit 4000 microprocessor has two built-in quadrature decoderinputs, but only one is used in the example design. A configurationparameter determines whether the two pulse inputs are independent orgrouped together as a single quadrature channel. Liquid Controls' PulseOutput Device and Veeder-Root's solid-state version of the Model 1871Pulse Transmitter are capable of providing a quadrature output.

The FDU 100 has two (2) Digital Input/Output (I/O) channels, which canbe used for a variety of purposes:

-   -   Overfill control    -   Flow switch status    -   Pressure switch status

For flexibility, plug-in modules from Grayhill or Opto-22 can be used.These modules available are for both digital inputs and digital outputs,in AC and DC versions. The operating temperature is −40° C. to 100° C.All modules provide an optically-isolated barrier between sensitivemicroprocessor or digital logic circuits and field power devices.Grayhill's 70M “Mini” series and Opto-22's MP series packaging isdesigned with a minimum footprint to allow maximum relay density on theprinted circuit board.

Since AC power is typically not available on fueling vehicles andfueling carts, this example design focuses on DC-powered versions. If analternating current is needed in a particular application, one couldselect the appropriate module from Opto-22 or Grayhill.

Digital input modules are used to monitor the status of a load or asensor (such as a limit switch, pressure switch or temperature switch).The output of these modules is a logic level signal which corresponds tothe status of the device being monitored. A high level output signalindicates the load is off (the switch is open). While, a low leveloutput signal indicates the load is on (the switch is closed). Inputmodules are designed to give fast, clean switching by providingfiltering and hysteresis.

Digital output modules are used to switch AC and DC loads such assolenoids, motors, or lamps from logic signal levels. Their inputs aredirectly compatible with TTL or CMOS interface circuitry.

A Resistance Temperature Detector (RTD) circuit is used for measuringtemperature in a 3-wire configuration as shown in FIG. 21. The voltageacross the Bridge Output, V_(b), is measured using a Linear TechnologyLTC 2422 A/D converter. The LTC 2422 is an ultra-low-power,high-resolution, low-speed, serial-output ADC. It provides ahigh-accuracy internal oscillator, which requires no externalcomponents, and operates over a −40C to +85C temperature range. The BLTC2422 is depicted in the block diagram of FIG. 22A. The RTD circuit isimplemented as shown in FIG. 22B. The measured temperature is used tocalculate the density of the flowing fuel and to calculate the exactamount of fuel dispensed at standard temperature.

All FDU electronics are housed in an instrument enclosure manufacturedby Killark, Catalog Number HKB-B, as shown in FIG. 5D. As shown therein,the instrument enclosure is substantially cylindrical, has a removablecover, and has a pair of co-aligned explosion-proof cable ports.

The Operating Temperature of the assembled unit is determined by thetemperature range of its components. The ranges of the major componentsare provided in the table of FIG. 23.

FIG. 24 is a schematic illustration of the operation of the fueling dataof FIG. 4 and shows the wireless relaying of the fuel order quantity tothe fueling data unit, which converts the order quantity into a maximumnumber of pulses to achieve that fuel order quantity.

FIGS. 25 is a schematic illustration of the operation of the fuelingdata of FIG. 4 and shows that when the maximum number of pulses isreached, the interface of the fueling data unit to the pneumaticsolenoid valve system shuts off the flow of fuel.

A fuel order quantity for a specific flight is sent from the remotecomputer to the local computer wirelessly as shown in FIG. 24. Thisvalue is the amount of fuel desired to be on the aircraft after thefueling is complete. The local computer computes the quantity of fuel tobe dispensed which is the order quantity less the amount of fuel that isalready on board and relays that wirelessly to the fueling data unit.The fueling data unit converts the to-be-dispensed fuel quantity into amaximum pulse count from the pulser. The fueling data unit counts thenumber of pulses from the pulser and when the maximum pulse count isreached, the fueling data unit relays (transmits) a signal to apneumatic solenoid valve that closes as shown in FIG. 25. This fuel shutoff can be accomplished by tripping a relay (changing the relay's stateto stop the flow of fuel). This prevents overfilling and limits the fueldispensed to just that needed to meet the order quantity.

Optionally, the fueling data collection unit 100 monitors themaintenance status of the fuel transfer apparatus and is operable forcommunicating the monitored maintenance status to a remote computer byrelaying it through a local computing device. For example, the fuelingdata collection unit can monitor the maintenance status of one or morefuel filters in the fuel transfer apparatus by monitoring fuel pressuresupstream and downstream of the filter(s) to determine whether thefilter(s) is clogged and needs to be replaced.

Optionally, the battery-powered fueling data collection unit can beoperative to monitor the functioning status of the fuel transferapparatus and for communicating the monitored functioning status to aremote computer by relaying the information through a local computer.

Optionally, the battery-powered fueling data collection unit's fuelingdata interface module has multiple input ports, at least one forconnection to a fueling meter with a mechanical register using pulsesand one for connection to an electronic register.

Advantageously, the communications module can be used to downloadupdated firmware and/or software from a remote computer relayed througha local computing device. Moreover, the communications module can beused to send fueling data to and from a remote computer relayed througha local computing device. Further, the communications module can be usedto communicate operating conditions of the fueling operation and fuelingdata to a remote computer relayed through a local computing device.

Advantageously, the fueling data collection unit monitors themaintenance status of one or more fuel filters in the fuel transferapparatus by monitoring fuel pressures upstream and downstream of thefilter(s) to determine whether the filter(s) is clogged and needs to bereplaced. If the filter(s) needs to be replaced, the data collectionunit can send a message to a local computer (or to a remote computerthrough a local computer) informing that the filter needs to bereplaced.

Optionally, the communications module communicates fuel custody transferquantities and non-fuel data. Preferably, the non-fuel data includes oneor more of maintenance status of the fuel transfer apparatus, operatingstatus of the fuel transfer apparatus, and power status of the fuelingdata collection unit.

Advantageously, the fueling data collection unit can provide importantcontrol functions, as described above. In addition, the unit canadvantageously perform diagnostics and firmware configurationchanges/updates via Wi-Fi without any need to remove the top of theenclosure to make such changes.

While the above-described example embodiments have been described insome instances with reference to specific components made by specificmanufacturers, those skilled in the art will appreciate that theinvention is not to be limited to those specific components ormanufacturers and that various substitutions can be made therefor.Moreover, while the above description refers to the use of pulsers,other types of flow measurement devices can be used as well.Furthermore, while the above description refers to the use of fuelcarts, other types of fueling equipment can be used as well.

It is to be understood that this invention is not limited to thespecific devices, methods, conditions, or parameters described and/orshown herein, and that the terminology used herein is for the purpose ofdescribing particular embodiments by way of example only. Thus, theterminology is intended to be broadly construed and is not intended tobe limiting of the claimed invention. For example, as used in thespecification including the appended claims, the singular forms “a,”“an,” and “one” include the plural, the term “or” means “and/or,” andreference to a particular numerical value includes at least thatparticular value, unless the context clearly dictates otherwise. Inaddition, any methods described herein are not intended to be limited tothe sequence of steps described but can be carried out in othersequences, unless expressly stated otherwise herein.

While the invention has been shown and described in exemplary forms, itwill be apparent to those skilled in the art that many modifications,additions, and deletions can be made therein without departing from thespirit and scope of the invention as defined by the following claims.

What is claimed is:
 1. An aircraft fueling data collection unit for usewith a fuel meter having a register with a pulser and associated with afuel transfer apparatus, the fueling data collection unit also being foruse with a system for managing fueling transactions of an aircraft fleetoperator for fueling multiple aircraft at multiple locations and usingfuel transfer apparatuses at one or more locations, the fueling datacollection unit comprising: a fueling data interface module forreceiving measured fuel data from the fueling meter register, pulser, orboth; and the fueling data collection unit being provided with anover-fill prevention feature for using a pre-ordered refueling quantityto prevent the fuel transfer apparatus from transferring more than thepre-ordered refueling quantity to the aircraft, the over-fill preventionfeature comparing the pre-ordered refueling quantity with a dispensedfueling quantity and once the dispensed fueling quantity reaches thepre-ordered refueling quantity, the fueling data collection unitgenerates a signal to discontinue refueling, wherein the measured fueldata and fuel density information at standard temperature are used todetermine a volume correction factor that is used to compensate for fuelvolume variance as a result of fuel temperature variance from thestandard temperature fuel density data to avoid over-filling a fuelingorder.
 2. The fueling data collection unit of claim 1 wherein thedispensed fueling quantity that the pre-ordered fueling quantity iscompared with is a compensated fueling quantity calculated from themeasured fuel data and the volume correction factor.
 3. The fueling datacollection unit of claim 2 wherein the measured fuel data includesmeasured temperature data used with the standard temperature fueldensity information to compensate for the volume variance as a result ofthe temperature variance from the standard temperature fuel densityinformation to determine the volume correction factor at the measuredtemperature data.
 4. The fueling data collection unit of claim 2 whereinthe pre-ordered refueling quantity includes a specific, pre-determinedquantity of fuel by volume, mass, or both, and wherein the compensatedfueling quantity includes a compensated, more accurate volume and massof fuel dispensed through the fuel meter used to prevent the fueltransfer apparatus from transferring more than the pre-ordered refuelingquantity of fuel to the aircraft.
 5. The fueling data collection unit ofclaim 1 wherein the pre-ordered refueling quantity is converted into amaximum pulse count and when that maximum pulse count is reached, thefueling data unit sends the signal to discontinue refueling.
 6. Thefueling data collection unit of claim 1 wherein unit is battery powered.7. An aircraft fueling data collection unit for use with a fuel meterhaving a register with a pulser and associated with a fuel transferapparatus, the fueling data collection unit also being for use with asystem for managing fueling transactions of an aircraft fleet operatorfor fueling multiple aircraft at multiple locations and using fueltransfer apparatuses at one or more locations, the fueling datacollection unit comprising: a fueling data interface module forreceiving measured fuel data from the fueling meter register, pulser, orboth; the fueling data collection unit being provided with an over-fillprevention feature for using a pre-ordered refueling quantity to preventthe fuel transfer apparatus from transferring more than the pre-orderedrefueling quantity to the aircraft, the over-fill prevention featurecomparing the pre-ordered refueling quantity with a dispensed fuelingquantity and once the dispensed fueling quantity reaches the pre-orderedrefueling quantity, the fueling data collection unit generates a signalto discontinue refueling, wherein measured fuel data and fuel densityinformation at standard temperature are used to determine a volumecorrection factor that is used to compensate for fuel volume variance asa result of fuel temperature variance from the standard temperature fueldensity data to avoid over-filling a fueling order; and the fueling datacollection unit being provided with a communications feature forwirelessly receiving the measured fuel data from the fueling meterregister, pulser, or both, and for wirelessly communicating with aremote data center to relay fueling and equipment status data for actionon a maintenance or power-source issue.
 8. The fueling data collectionunit of claim 7 wherein the communications feature provides forwirelessly communicating with the remote data center indirectly via alocal handheld device.
 9. The fueling data collection unit of claim 7wherein the dispensed fueling quantity that the pre-ordered fuelingquantity is compared with is a compensated fueling quantity calculatedfrom the measured fuel data and the volume correction factor.
 10. Thefueling data collection unit of claim 9 wherein the measured fuel dataincludes measured temperature data used with the standard temperaturefuel density information to compensate for the volume variance as aresult of the temperature variance from the standard temperature fueldensity information to determine the volume correction factor at themeasured temperature data.
 11. The fueling data collection unit of claim9 wherein the pre-ordered refueling quantity includes a specific,pre-determined quantity of fuel by volume, mass, or both, and whereinthe compensated fueling quantity includes a compensated, more accuratevolume and mass of fuel dispensed through the fuel meter used to preventthe fuel transfer apparatus from transferring more than the pre-orderedrefueling quantity of fuel to the aircraft.
 12. The fueling datacollection unit of claim 7 wherein the pre-ordered refueling quantity isconverted into a maximum pulse count and when that maximum pulse countis reached, the fueling data unit sends the signal to discontinuerefueling.
 13. The fueling data collection unit of claim 7 wherein unitis battery powered.